Car coupler



May 7, 1963 w. J. METZGER CAR COUPLER 2 sets-Sheet 1 Filed Sept. 6, 1960 IN V EN TOR.

E MW T W M M 0 L T .H. W W% Y y 1963 w. J- MEYTZGER CAR COUPLER 2 Sheets-Sheet 2 Filed Sept. 6, 1960 INVENTOR.

Irma

United States Patent 6 3,088,601 CAR COUPLER William J. Metzger, East Cleveland, Ohio, assignor to National Castings Company, a corporation of Ohio Filed Sept. 6, 1960, Ser. No. 54,210 9 Claims. (Cl. 213-466) This invention relates to automatically coupling railway car couplers of a type comprising a coupler head in pivotable relation with a shank to permit vertical angling of the head along a transverse horizontal axis. The invention is particularly useful in couplers adapted for connection to a tail bolt or other draft member of a car providing connection along a vertical axis and hence horizontal angling of the coupler in addition to the vertical angling of the head.

In some parts of the world, railway cars adapted for the carrying of materials in bulk are constructed for unloading when up-ended, through an open end of the car body normally closed by an end gate. The contents of the up-ended car is ordinarily discharged into a chute supported at approximately track level. It is necessary for the coupler or a portion thereof to be tilted upwardly relative to the car length in order to prevent interference of the coupler understructure with the chute and the tracks.

In regions wherein automatic couplers and screw couplings are in concurrent use, the coupler of the present invention include-s also a hook portion adapting it for alternate use with screw couplings. Such a coupler is constructed and arranged wtih respect to the vehicle on which it is mounted to enable the aforementioned vertical angling and also horizontal angling placing the automatic coupler head in a stowed position while exposing the hook portion for use.

In view of these and other factors, an essential object of the invention is to provide -a coupler operating mechanism arranged relative to the other parts of the coupler for freedom from damage and inactivation at various positions in which the head of the coupler may be placed in angled relation with the pulling axis of the associated vehicle.

On account of the customary practice of neutralizing, i.e., rendering the coupler incapable of coupling with another coupler, it is a further object to provide coupler operating mechanism capable of maintaining the neutralized condition of the coupler regardless of its angled relation with the vehicle.

The present invention achieves these objects and others apparent from the description below in an improved mechanism for operating the lock-acutating rotor of the coupler head comprising parts that are disposed in generally serial relation with respect to the length of the coupler along one side thereof, preferably within the general height range of the shank and the head above the track. Such mechanism is embodied in an automatic coupler comprising, as is viewed with respect to its mounted position on a vehicle, a forward head having a lock therein, a shank disposed rearwardly of the head and pivotally connected with the rearward end of the head along a horizontal axis, and a lock-shifting rotor carried by the head for rotation along a second axis spaced forwardly of the above named axis, and providing a lever portion disposed exteriorly of the head. Such mechanism comprises a lever carried by the shank for rotation relatively thereto along a third axis spaced rearwardly of the first axis and within a vertical plane at the same side of the coupler as the rotor lever portion, a linkage extending lengthwise of the coupler side just named connecting the rotor lever portion and the lever "ice for the transmission of angular movement of the lever to the rotor.

In a preferred embodiment, the linkage comprises a medial pivot joint preferably adjacent the axis along which the head and shank are connected in combination with structure which supports and guides the linkage at the pivot joint in linear motion to effect the abovcmentioned transmission of the angular movement. The preferred embodiment also includes a stop mounted on the shank for cooperation with the mechanism in holding the coupler in an uncouplahle condition.

In the drawing in respect to which the invention is described below in detail:

FIG. 1 is a plan view of the coupler embodying this invention shown supported on the tie bolt of a railway vehicle.

FIG. 2 is a plan view of the equipment shown in FIG. 1 with the coupler transferred to a horizontally angled position with respect to the tie bolt.

FIG. 3 is a lateral elevation of the equipment of FIGS. 1 and 2.

FIG. 4 is a fragmentary lateral elevation showing the coupler-operating mechanism positioned for maintaining the coupler in an unlocked or uncouplable condition.

FIG. 5 is a lateral elevation of the railway vehicle embodying the coupler of the foregoing figures in upended relation to a track bed.

FIG. 6 is a perspective view illustrating interconnected parts of the coupler lock-actuating mechanism but removed from the head and shank of the coupler.

The coupler selected for illustration by the various figures of the drawing is of the Willison type having a rigid-jaw head 5 of conventional design wherein a forwardly and rearwardly reciprocal lock 6 is supported in sliding lateral relation with a fixed jaw 7. In this coupler, the lock 6 is urged forwardly along an inner forwardly declining guideway by gravity but retracted rearwardly in a conventional manner by a rotor 9 of which a lever portion, i.e., the lever 10, is disposed exteriorly of the head along one side thereof for rotation in a vertical plane relative to a transverse horizontal axis 10a.

The head 5 is connected with a shank 12 in a forked joint comprising cooperating portions of both transpierced by a bolt 13 defining a horizontal pivotal axis 13a. As shown, the shank provides a tongue portion of the joint, and the head forms the clevis portion. At the rear of the coupler, the shank 12 terminates in a clevis portion for receiving the front eye portion of a tie bolt 15. These portions of the shank and tie bolt are provided with vertically coaxial apertures in which a pin 17 is received lengthwise of axis 17a. This connective structure enables the coupler as a whole to angle or pivot in a horizontal plane relative to the vehicle illustrated schematically and fragmentarily in dot-dash lines.

The shank 12 further comprises a hook 18 extending rearwardly from the pin 17 at an angle slightly less than a right angle with the longitudinal direction of the coupler. In FIG. 1 the longitudinal direction of the coupler coincides with that of the vehicle. In FIG. 2 the coupler is shown rotated horizontally on pin 17 to an angle equal to that between the hook 1S and the tongue 14 to align the hook lengthwise of the longitudinal axis of the vehicle. In the position shown by FIG. 2, the coupler is adapted for use with the screw coupler commonly employed, e.g., on the railways of France and England.

As a part of the conventional environment for the present invention, FIG. 3 further illustrates an arm 20 pivotally anchored in a housing 241 and rotatable with respeot to the axis 17a. The arm 20 swings with the coupler in all horizontal angling and functions as a support for the coupler wih respect to which the coupler may tilt upwardly away from the arm but is prevented from tilting downwardlybelow the position shown in FIG. 3. The bottom portion of the head 5 comprises an integral fluid line connector 22, i.e., a typical vacuum line connector, shown positioned for mating with the connector an opposing coupler.

With attention now to the specific structure which results in the present invention, the rotor 9, and operating rods 25 mounted partly along undersu-rfiaces of the vehicle are inter-connected by a mechanism comprising, in the first instance, a lever 26 having an arm 27 and a journal 28. The lever 26 further comprises eye portions 3 1 and 32 at opposite ends of the journal 28 for interconnecting the lever with the operating rods 25.

The lower eye section 34 of the rear clevis portion of the shank comprises, as its rearward extermity, a journal bearing 34a for receiving the journal 28. The length of the journal 28, however, exceeds that of the bore of the bearing so that the lever may be moved lengthwise of the bore with respect to the bearing to carry the arm27 into and out of a position behind a boss or stop 35 protruding form an adjacent side surface of the lower eye portion of the shank 12. Geometrically speaking, the arm is thus transferable into and out of a vertical plane passing through the boss 35 parallel to the length of thecoupler. Engagement of the lever arm 27 with a rearward surface of the boss 35, as shown in FIG. 4, corresponds to a lockretracted or uncouplable condition of the coupler which remains as long as the lever is positioned behind the boss 35.

A linkage connecting the lever 26 with the rotor 9 is required for transmitting any angular movement of the lever 26 to the rotor. To effect lock retraction in the example shown by the drawing, the rotor is rotated clockwise with the lever thereof moving toward the rear of the coupler. The rotor is urged in a counterclockwise direction by the lock 6 which, when unopposed, will gravitate to its forward locking position. Hence, any linkage capable of functioning in draft is suitable for connecting the rotor 9 and the lever 26. However, such a linkage must accommodate vertical angling of the head relative to the shank and hence must be capable of elbowstyle bending in the vicinity of the axis 13a at which the head and shank are relatively pivotable. F or example, a chain or cable (not shown) would be suitable for connecting the lever '10 of the rotor and the lever 26 if prop erly supported for elbow action in the vicinity of the axis 13a.

In the embodiment shown, the linkage consists of two links 38 and 39 extending from the pivotal connections with the rotor and the lever, respectively, into pivotal connection with a lever 40 rotatable with respect to an axis 41 extending horizontally and transversely to the coupler length. While location of the lever 40 and the connections 3:811 and 39a with links 38 and 39, respectively, is not critical, the general consideration to be observed in their location is that they are sufiiciently adjacent the axis 13a as to afiord desired elbow action in the linkage concurrently with tilting of the head 5 upwardly relatively to the shank 12, particularly, at the neutralized setting of the coupler.

As shown in FIG. 4, pivotal connections of the links at 38a and 39a with the lever 40 are close to the axis 13a at the position of the lever 26 in engagement with the rear side of the boss 35. This arrangement permits presetting of the coupler to a neutralized condition before the car is up-ended and upward angling of the head relative to the shank has occurred. The car may then be up-ended accompanied by tilting of the coupler head, as shown in FIG. 5, with but slight linear shifting of the linkage or rotation of the rotor 9. As a consequence, the lock 6 remains retracted and the coupler neutralized.

In the embodiment shown, the medial pivotal joint of the linkage (see connection points 38a and 39a) is somewhat removed trom the axis 13a at the released position of the linkage corresponding to descended (or automatic coupling) position of the coupler look. This is no disadvantage under usual conditions of use of the bulk-lading type cars equipped as herein described since there is no occasion to automaticallycouple with an upended car. Such spacing from axis 13a results in a minor amount of rotation of the lever .26. during upward angling of the coupler head 5 relative to the shank when the linkage is in its released position. As the lever .26 is free to rotate, this rotation is the result of linear adjustment of the linkage relative to the coupler and is harmless. However, at the neutralized condition of the linkage, the proximity of the medial pivot joint in the linkage to the .axis 13a, as shown in FIG. 4, is desirable for good operation. In unloading such cars, it is usually desired that the coupler be in a neutralized position so that the car may be pushed onto an unloading dock without need for a car man to uncouple the car from the train.

For elbow action of the linkage at diiferent lock settings without substantial relative movement of the rotor and lever 26, the axis of rotation for the lever 40 may be disposed more vertically above the axis :13a than shown and the lengths of the links 38 and 39 modified to permit connections 38a and 39a to be disposed more closely to the axis 13a in a maner not shown.

From FIGS. 3 and 4, it may be noted that the rotor 10 and the lever 26 move through angles of approximately degrees between positions corresponding to full descent and complete retraction of the lock. However, the angles traversed by levers 40 and 26 and the rotor 9 are dependent upon the ratios of lever lengths provided by the rotor and the levers on the links 38 and 39. As shown, connections 38a and 39a are spaced from axis 41 at distances closely similar to the effective lever lengths of lever 27 and the lever portion of the rotor 9. Hence, the lever 40 rotates also through an angle approximately 90 degrees. However, connections 38a and 39a may be spaced from axis 41 to .give angular travel to nearly degrees of the lever '40 without disturbing the 90 :degree travel of the rotor 9 and the lever 26. Travels of 90 degrees of the latter are recognized as most desirable because the manual effort applied to the operating levers 25 .is most effectively utilized within this range.

FIG. 5 schematically illustrates relative positions of the coupler head Sand a vehicle 50 up-ended with respect to an axis 53 when positioned for unloading through the end of the car normally closed by a door 52. As shown, the lower extremity of the head 5 engages the floor 54 of the chute and is tilted thereby about the axis 13a.

The terms and expressions'which have been employed are used as terms of description and not of limitation and there is no intention of excluding such equivalents of the invention described or of the portions thereof as fall within the purview of the claims.

What is claimed is:

1. An automatic coupler comprising, with respect to its mounted position on a vehicle; a forward head having a lock therein; a shank disposed rearwardly of the head and pivotally connected with the head adjacent its rearward end along a horizontal first axis; a lock-shifting rotor carried by the head for rotation relatively thereto between a coupler-unlocking position and a couplerlocking position about a second axis in fixed relation with the head and forward spaced relation with the first axis, and having a lever portion rotatable in a generally vertical plane at one side of the coupler; and a mechanism for actuating the rotor comprising a lever carried by the shank for rotation relative thereto about a third axis in fixed relation with the shank and rearward spaced relation with the first axis, said lever being rotatable within a vertical plane at said side of the coupler, a linkage extending lengthwise of said coupler side connecting the lever portion and said lever and having a pivot joint intermediate said lever portion and said lever adjacent said first axis; and means mounted on the coupler adjacent said first axis supporting the linkage at said pivot joint and in guide relation with the linkage providing linear motion of the linkage in effecting transmission of angular movement of said lever to the rotor.

2. The coupler of claim 1 wherein: the rotor actuating mechanism includes a stop mounted on the shank for engaging and holding said lever in a position corresponding to said coupler unlocking position of the rotor, and means for supporting the lever in respect to which the lever is movable lengthwise of its axis out of engagement with the stop.

3. The coupler of claim 1 wherein: said rotor-actuating mechanism comprises means rotatably connecting the lever to the shank in limited axially movable relation with the shank; and a stop mounted on the shank for engaging and holding said lever in a position corresponding to said coupler-unlocking position of the rotor; said lever being movable with said connecting means lengthwise of its axis to carry the lever into and out of said position engaging said stop.

4. The coupler of claim 1 wherein: the guide means comprises a second lever rotatably oonnected with the head rearwardly from the rotor for rotation in a generally vertical plane along said side of the coupler about a fourth axis in fixed relation with the head; and said linkage comprises two links, one link connecting said lever portion with the second lever, and the other link connecting the first lever with the second lever.

5. The coupler of claim 4 wherein: said rotor-actuating mechanism comprises a stop mounted on the shank for engaging and holding the first lever in a position corresponding to said coupling unlocking position of the rotor at a predetermined upward angle of the head relative to the shank; and journal means and bearing means connecting the first lever to the shank concentric to the third axis for supporting the first lever; said journal means and bearing means being relatively movable lengthwise of the third axis to carry said first lever into and out of engagement with said stop.

6. The coupler of claim 4 wherein: the head is pivotable about said first axis relatively to the shank from a horizontally facing position upwardly through an angle of approximately degrees to inclined position, the shank comprises a stop for engaging and holding said first lever in a position corresponding to said coupler-unlocking position of the rotor at said inclined position of the head; and the spacing of the axis of the second lever relative to said first axis, and the lengths of links, dispose the connections of said links with the said lever adjacent the first axis throughout said range of movement of the head relative to the shank when the first lever engages said stop.

7. The coupler of claim 1 wherein: said rotor-actuating mechanism comprises a stop mounted on the shank for engaging and holding the first lever in a position corresponding to said coupling-unlocking position of the rotor; said shank comprises a bearing providing a bore extending horizontally transversely of the coupler length and lengthwise of said third axis; and said lever comprises a journal supported in said bore and of greater length than the bore to afford axial movement of the lever relative to the shank into and out of engagement with the stop, and an eye portion at at least one end of the journal adapting said first lever for attachment to a coupler-operating rod.

8. The coupler of claim 7 wherein: said shank terminates rearwardly in a portion having a vertical bore adapting the coupler for horizontally pivotal attachment to a vehicle, said rearward portion terminating rearwardly as said journal bearing.

9. The coupler of claim 8 wherein: said rear shank portion is clevis-shaped and comprises upper and lower eye sections of which the apertures form said bore; the upper eye section comprising an upwardly turned hook projecting away from the bore horizontally laterally with respect to the coupler length; the lower eye section comprising said journal bearing.

References Cited in the file of this patent UNITED STATES PATENTS 1,902,043 Murphy Mar. 21, 1933 2,400,584 Wolfe May 21, 1946 2,689,052 Kayler Sept. 14, 1954 

1. AN AUTOMATIC COUPLER COMPRISING, WITH RESPECT TO ITS MOUNTED POSITION ON A VEHICLE; A FORWARD HEAD HAVING A LOCK THEREIN; A SHANK DISPOSED REARWARDLY OF THE HEAD AND PIVOTALLY CONNECTED WITH THE HEAD ADJACENT ITS REARWARD END ALONG A HORIZONTAL FIRST AXIS; A LOCK-SHIFTING ROTOR CARRIED BY THE HEAD FOR ROTATION RELATIVELY THERETO BETWEEN A COUPLER-UNLOCKING POSITION AND A COUPLERLOCKING POSITION ABOUT A SECOND AXIS IN FIXED RELATION WITH THE HEAD AND FORWARD SPACED RELATION WITH THE FIRST AXIS, AND HAVING A LEVER PORTION ROTATABLE IN A GENERALLY VERTICAL PLANE AT ONE SIDE OF THE COUPLER; AND A MECHANISM FOR ACTUATING THE ROTOR COMPRISING A LEVER CARRIED BY THE SHANK FOR ROTATION RELATIVE THERETO ABOUT A THIRD AXIS IN FIXED RELATION WITH THE SHANK AND REARWARD SPACED RELATION WITH THE FIRST AXIS, SAID LEVER BEING ROTATABLE WITHIN A VERTICAL PLANE AT SAID SIDE OF THE COUPLER, A LINKAGE EXTENDING LENGTHWISE OF SAID COUPLER SIDE CONNECTING THE LEVER PORTION AND SAID LEVER AND HAVING A PIVOT JOINT INTERMEDIATE SAID LEVER PORTION AND SAID LEVER ADJACENT SAID FIRST AXIS; AND MEANS MOUNTED ON THE COUPLER ADJACENT SAID FIRST AXIS SUPPORTING THE LINKAGE AT SAID PIVOT JOINT AND IN GUIDE RELATION WITH THE LINKAGE PROVIDING LINEAR MOTION OF THE LINKAGE IN EFFECTING TRANSMISSION OF ANGULAR MOVEMENT OF SAID LEVER TO THE ROTOR. 